Summary The empty barge IBNo1 was being pushed by the tug CoastalDestinations in a northerly direction in the Strait of Georgia where the fishing vessel Westisle was southbound. Visibility was good, the night was clear, and the weather calm. The vessels were in an end-on situation. The bridge watch on the fishing vessel saw but did not recognize the meaning of the navigation lights exhibited by the pusher tug and barge combination. The fishing vessel, and later the tug/barge took non-standard collision avoidance measures which led to a collision. As both vessels were manoeuvring, the barge's ramp struck a glancing blow to the port quarter of the fishing vessel causing damage to the above-deck machinery. No one was injured and there was no pollution. Ce rapport est galement disponible en franais. Other Factual Information Description of the Vessels The Westisle is a steel purse seiner of carvel construction. The fibreglass-insulated fishholds are aft of the aluminium accommodation and are serviced by a swinging derrick and an aluminium net drum. A skiff is housed on the afterdeck. The vessel is equipped with two radars, a Loran and a global positioning system (GPS). The Westisle was last inspected by Transport Canada, Marine Safety (TCMS) in June1994. The master of the Westisle possesses a certificate of competency as Fishing Master Class IV. The rest of his crew of four fishermen/deck-hands were not certificated nor were they required to be certificated. The CoastalDestinations is a shallow-draught, all-welded tug with a pusher bow and transom stern both suitably tire-fendered. The tug carries a radar and a GPS. The barge IBNo1 is a flat-deck barge of welded-steel construction fitted with a heavy duty bow ramp and lumber-fendered push brackets at the stern. The barge can carry fuel oil under deck and general cargo on deck. In the pushing mode, the CoastalDestinations is connected to the IBNo1 as follows: A wire from each quarter of the barge is made fast at the tug's stern. Figure1 A wire from each quarter of the barge is made fast at the tug's stern. The bow of the tug and the stern of the barge are heavily reinforced. Pushbars are of heavy construction and there is a bracket made of heavy steel channel at the tug's bow which fits inside a similar larger bracket at the barge's stern. The tug and barge show the navigation lights of a non-composite unit when connected in the pushing mode. In this configuration, the barge (of15metres beam) displays sidelights forward located on the port and starboard ramp posts. The tug displays two masthead lights vertically disposed on a single mast as towing lights; she also displays sidelights. The tug's sidelights are about 70metres astern of the barge's sidelights. The CoastalDestinations was last inspected by TCMS in 1996. Both the tug and barge possess a Home Trade III trading area licence. The tug master has a certificate of competency as Home Trade Master for vessels up to 350tons. History of the Voyage Westisle On 29 July 1997, the fishing seiner Westisle, with a master and a crew of four experienced fishermen/deck-hands, was southbound in the Strait of Georgia on a voyage from Campbell River to the Fraser River, B.C., where general repairs were to be carried out. The sea was calm with a light south-westerly to westerly breeze of between five and ten knots and a visibility of five to six miles. At 2315 Pacific daylight time (PDT)1, the master set the auto pilot on a south-south-easterly course. The vessel was proceeding at about ten knots. The radar set was operational and the very high frequency (VHF) radiotelephone was set to receive channels16 and78. After handing over the watch to two watchkeepers, the master left the bridge and went aft to the galley. At approximately six minutes to midnight, with the vessel about 12miles south-east of Cape Mudge, the master heard a change in engine revolutions and he returned to the wheel-house. Prior to the master's arrival on the bridge, the watchkeepers had observed a radar target ahead at a range of six miles. The watchkeepers had first altered course ten degrees to port by auto pilot. When, at a closer range, the other vessel was seen to alter course to starboard, the watchkeepers altered the course of the Westisle to starboard, again by auto pilot. Upon his arrival on the bridge, the master, seeing the other vessel on a reciprocal course, disengaged the auto pilot and reportedly put the rudder hard-to-port until collision. The master and the watchkeepers on the Westisle did not identify the lights ahead exhibited by the other vessels. CoastalDestinations / IBNo1 On 29 July 1997, after having discharged the barge's cargo, the CoastalDestinations commenced pushing the IBNo1 on a voyage from the Fraser River towards Menzies Bay, B.C. On board was the master and a crew of three consisting of the mate, deck-hand and engineer. The tug was pushing the barge at about 8.4 knots on a north-westerly course in the Strait of Georgia. Both the tug master and the mate of the CoastalDestinations were on the bridge prior to a change of watch at midnight. The lights of another vessel (later identified as the Westisle) were sighted ahead, on a reciprocal course at a distance of about six to eight miles. The master altered the course of the tug/barge combination ten degrees to starboard to effect a red-to red-passing. The bridge watch then saw the lights of the Westisle showing that the fishing vessel had altered course to port. In an effort to avoid collision, the course of the CoastalDestinations was also altered to port, and the vessel's spotlight was flashed first to the starboard side and then on to the ramp, reportedly blinding the crew on the Westisle. When collision became imminent, the CoastalDestinations put her engines full astern. At about the same time, the tug sounded a continuous long blast on her whistle; a sound signal prescribed for a vessel in distress in the Collision Regulations. Shortly before the collision, the master of the CoastalDestinations reported observing the Westisle make a large alteration of course to starboard. The ramp of the IBNo1 was in seagoing position, at an angle of about twenty degrees above the horizontal. As the distance between the Westisle and the IBNo1 decreased, the ramp cleared the accommodation of the fishing vessel but struck and damaged the seine drum on the afterdeck. Other structures above the main deck on the port side of the Westisle, including the tilt stern, suffered damage. All damage on the Westisle was located above the waterline and confined to the afterdeck. No damage was apparent to the CoastalDestinations or the IBNo1. The CoastalDestinations reportedly tried to contact the Westisle prior to the collision, but the calls were not heard on board the fishing vessel. Following the collision, no difficulty was encountered in establishing VHF contact between the two vessels. After exchanging information and reporting the collision to Vancouver Marine Traffic and Communications Services (MCTS), both vessels continued on their respective voyages. The CoastalDestinations reported two close-quarters situations with unknown fishing vessels on the same night.